Compensating device for motor vehicles



July 28, 1936. H. HME 2,049,119

COMPENSATING DEVICE FOR MOTOR VEHICLES Filed DSC. 17, 1934 Fly. 7

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Patented July 28, 1936 UNirEDsTATEs 2,049,119 v ooivreE-NSTING DEvrcE Fon Moron VEHICLES Hugo Hme, Essen, Germany Application December 17, 1934, 'serial No. '157,980 4 InrGermany December 18, 1933 6- claims.l (ci. 2cv- 1.1)

Compensating devices for motor vehicles are known, in which relative movements between the axles and the underframe occurring on one side of the car are transmitted mechanically by rods upon the part of the underframe situated on` the other side of the car, so that the underframe is shifted parallel to itself. These devices have not stood the test in practice as they transmit also fall rapid oscillations and are thereby destroyed in l0 a very short time. Hydraulic compensating devices have then been employed, inY which conduits lead from one side of the car to the other side of the same. It is, however, scarcely possible to maintain tight the pipe connections of the conduits owing to the high pressures which occur.

The inconveniences of the devices of known construction are avoided by the invention in a simple manner in that the hydraulic compensator is preserved, and the transmission of the move- 2O ments from one side of the car to the other is effected mechanically by means of rods.

An embodiment of the invention is illustrated by way of example in the accompanying drawing in which:-

Fig. 1 shows a part of the device in side elevation.

Fig. 2 is a vertical section through this part of the device on enlarged scale.

Fig. 3 shows in perspective View the device mounted on one side of the vehicle.

Fig. 4 is a. longitudinal section of Fig. 3 showing the device in elevation.

In a similar manner as in the compensating devices of known type a casing I is rigidly connected with the underframe of the car on each side of the same. This casing I is tightly closed by a cover 2 and by a bottom plate 3a. Each casing I comprises two cylinders 3 and 4. In each cylinder two pistons 5, 6 and 1, 8 respectively are shiftably arranged. The upper pistons 5 and 1 of the casings are hingedly connected by means of a strap 8, 9 respectively with a two-armed lever I0, the shaft II of which is tightly packed in the side walls of casing I. On the end of shaft II projecting from the casing I a lever I2 is hingedly mounted with which a lever I3 is hingedly connected which is mounted on the car axle. Each piston 5, 1 has an axial bore I4, I5 respectively extending through the piston. A valve I 1, I8 respectively, controlled by a feeble spring I6, is inserted in the corresponding bore I4, I5 so that, in the inoperative position shown in Fig. 2, it does not completely close the bore I4, I5 respectively. Piston rods I9, 20 of the pistons 6, 8 respectively extend through the bottom plates overcome.

ofthe corresponding cylinder 4 or 3 and have each 'a head 2|, 22 respectively bearing on the corresponding face of a two-armed lever 23. Valves 26, 21 inserted in wide bores 24, 25 of the bottom of the corresponding cylinder 4, 5 are maintained .5 in closing position by strong springs 26a, 21a respectively when the device is in the inoperative position. Valves 30, 3| controlled by feeble springs (not shown in the drawing) are mounted in second bores 28, 29 of the bottom plates of 10 cylinders 4, 5 and, similar to the valves I1, I8 do not completely close the bores 28, 29 when the device is in inoperative position. A cross-shaft 32 of the two-armed lever 23 is tightly packed in the walls of casing I and forms also the shaft 15 of the two-armed lever 23 of the compensating device situated on the other side of the car. On

this cross-shaft 32 a lever 33 is mounted which is maintained by a spring 34 in a position corresponding to the inoperative `position of the 20 whole device. The casing I and therefore the space between the pistons 5, 6 and 1, 8 and between the pistons 6, 8 and the bottom plates of the cylinder are lled with a not easily freezing liquid, for instance oil. 25

When the car is stopped and when it runs quietly, the elements of the device are in the position shown in Figs. 1 and 2. The oscillations of the car which occur also in this condition of the car and which take place very rapidly and 30 possess only a very small amplitude, do not influence the pistons 6 and 8 as, when the pistons 5 and 1 move only very little, the liquid can pass vthrough the bores I4, I5 without closing the valves I1 and I8. The eddies occurring in this 35 instance damp the oscillations. If, however, a shock is acted upon the car so that for instance the lever I2 connected with the car axle oscillates in the plane of Fig. 2 in clockwise direction, the two-armed lever I0 causes descending of piston 40 1 so that the valve I8 is instantaneously closed. The liquid in the space between the pistons 1 and 8 is completely shut oif so that it pushes downwards the piston 8. Herefrom results that valve 3| is closed and the liquid can iiow out into the 45 hollow space of casing I only after the considerable resistance offered by the valve 21 has been The strength of the springs 26a, 21a,`

is so calculated that the effect of the masses caused by the shock is already consumed. Dur- 50 ing this proceeding the piston rod 2U oscillates the two-armed lever 23 and through the inter- I mediary of the cross-shaft 32 the corresponding two-armed lever 23 on the other side of the car so that this second two-armed lever lifts the 55 piston corresponding to the piston 6, which in turn lifts its counterpiston, whereby the lever on the other side of the car corresponding to lever I2 is also oscillated in clockwise direction so that the other car side is moved by the same amount as the iirst car side. During the ascending of the pistons 6 and 8 the liquid flows in through the bores 28, 29, and losses of liquid in therspaces between the pistons 5, E and 1, 8'are compensated by the oil owing in through the bores I4, l5. The spring 34 permanently holds the two-armed lever 23 in the median positionif the device is not operated. Y

This device does not require any pipe connec- I tions, and the pressure of the liquid on theeiaisingv` is never influenced so thatb no special packings are required for the shafts'H andxdextendngthrough the casing wall.

I claim:-

1. A compensating device for vehicles, especially motor cars, comprising on the left hand and right hand of the car-a similar casing filled with oil mechanically connected with one and the same axle of the car, each casing comprising two cylinders, two pistons in each cylinder, the upper piston having an axial bore extending from the top to the bottom of the piston, a valve in the lower end of this bore, a shaft in the top portion of saidcasing, one end of said shaftextending from the casing, a two-armed lever on this`Y shaft, links one at the end of each arm of said twoarmed lever connected withl the corresponding upper piston, a cross-shaft in the lower portion of said casing below said cylinders and extending from said casing to the casing of thedevice on the opposite side of the. car, a two-armed lever on this'cross-shaft locatedinsaid casing, a piston rod downwardly extending from leach of said Ylower pistons and resting upon'theY corresponding arm of said lower two-armed lever, and a discharge valve and a re-lling valve in the bottom piece of each cylinder.

2. A compensating device as specied in claim 1, comprising in combination with each casing and the shaft at the upper end of each casing, a lever hingedly mounted on the outer end of said shaft, and a. leverhingedly connected with the outer end o1' said rst mentioned lever and with an axle of the car.

3. A compensating device as specied in claim A1, comprising in combination with each casing with the two cylinders in each casing, a Vdischarge bore in the bottom wall of each cylinder,

a 'valve .in each discharge bore, and a strong spring on the stem of each valve, said valves "adapted to act as shock dampers.

4.' A compensating device as specied in claim 1, comprising in combination with the casing, the two cylinders in said casing and the upper piston "in each cylinder, said piston having a central bore, a- Spring controlled valve in the lower end ofvea'ch axial bore, a lspring on the stem of said. `valve o! such-strength that the valve is not completely closed when the device is in inoperative position. Y Y

5. A compensating device as specied in claim '1, comprising in combination with the casing and adapted to' maintain said lever in the vertical position. I

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